Porsche 911 GT3 R (992)

TYRES

• Slick (Dry) — Front: 27.3 PSI cold / Rear: 26.8 PSI cold
• Optimal operating window: 80–95°C (peak grip ~88°C) — race stint target core temp
• Blanket temp (if used): 80°C

ELECTRONICS

• TC1: 5
• TC2: 2
• ABS: 5
• Engine Braking / Brake Magic: Medium (3/5)
• Brake Bias: 54.0% front

SUSPENSION

• // FRONT
• Ride Height: 58 mm
• Wheel Rate FL / FR: 145,000 N/m / 145,000 N/m
• ARB: 18,000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.0%
• // REAR
• Ride Height: 62 mm
• Wheel Rate RL / RR: 165,000 N/m / 165,000 N/m
• ARB: 24,000 N/m
• Diff Preload: 50 Nm
• Diff Coast: 0.7
• Diff Power: 0.3

DAMPERS

AERO

• Front Splitter: 4 clicks (medium-high)
• Rear Wing: 7 (high, Spa requires strong rear stability through Eau Rouge/Blanchimont)
• Downforce Level: High-biased rear, balanced for Kemmel drag tradeoff
• Brake Ducts: Front 4 / Rear 3

KEY SETUP NOTE

• The rear-engine weight bias makes Eau Rouge/Raidillon and Blanchimont the real setup test — too much rear softness or low rear ride height causes a snap under compression load; prioritize rear ride height (62mm) and stiffer rear ARB (24,000 N/m) over outright rotation, then compensate entry rotation with high diff coast lock (0.7) and front splitter bite.

TRACK GUIDE

• La Source: brake hard but straight-line only — trail off brake pressure smoothly before turn-in; rear-engine car punishes trail-braking rotation here, so get braking done early and rotate on throttle.
• Eau Rouge/Raidillon: full commitment flat (or near-flat) in high gear; any mid-corner lift upsets rear weight transfer — stay smooth on wheel, let the aero and rear ARB do the work.
• Les Combes: this is where aggressive late braking pays off — strong front brake bias (54%) and ABS5 let you brake deep, but trail brake lightly into the chicane rather than trail hard, since lock-up risk is higher on 911's nose-light stance.
• Pouhon: needs stable mid-corner platform; don't overdrive entry — trust the front splitter grip, unwind progressively, exit throttle application is where lap time is gained.
• Stavelot/Blanchimont: treat as one continuous commitment zone — keep inputs smooth, rear stability setup pays off directly here; exit speed onto Kemmel-adjacent straight (post-Bus Stop) is critical for overtaking.

THEORETICAL BEST LAP

• 2:18.900 — optimal theoretical lap compiled from best sector times, dry track, low fuel, fresh tyres (LMU sim re